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was shocked to hear “300 feet overcast, 1 mile in fog.” My
personal minimums were written down in advance and an
attempt of this low IMC was out of the
question – particularly since a missed approach would
require holding over the ocean in a single-engine aircraft.
My spouse suggested that we try our alternate. ATIS there
reported 800 feet broken and 2 miles. I asked my spouse to
get out the alternate approach plates. Spouse is a private
pilot…and instrument student, and in flight [was] asking a
lot of questions. [It was the] spouse’s first time in IMC.
I informed ATC that I wanted to go to the alternate, which
was immediately granted… Approach gave us vectors for
the VOR approach…[and] instructed me to maintain 2500
feet until established, cleared for the approach, report FAF
inbound.
The clouds started at 2,000 feet MSL. I intercepted the
approach course and started the descent. We entered the
clouds and held the MDA (640 feet). We reported the FAF.
I worried as time passed that we would not see the
airport… Nav indication ‘To’ and GPS indicated airport
still ahead. We broke out of the…clouds to find 800 foot
broken [conditions] around the airport. Saw the airport
and landed safely. Spouse was thrilled and really
impressed. I, too, was elated.
It wasn’t until hours later, as we continued our trip in a
rental car and reviewed the flight, that I realized I had
descended to MDA before the FAF… This occurrence was
caused by inexperience, but I could have (and will in the
future) do better cockpit coordination, review all possible
plates for myself beforehand, and walk my spouse through
my plans on the ground, to avoid (minimize) questions at
critical times.
Checklist for Flying Companions
(Wisdom from ASRS Reporters)
For Left Seat Occupants
✔ Conduct pre-flight briefings for right seat nonpilot
companions that identify DO NOT TOUCH
controls and devices, as well as the proper use of
handheld mikes and other emergency
communication devices.
✔ Conduct verbal “walk-throughs” of important
flight details on the ground – not during critical
maneuvers such as missed approaches.
For Right Seat Occupants
✔ Be an attentive and supportive partner in cockpit
management, not a source of distraction,
criticism, or confusion for the flying pilot.
✔ If acting as Pilot in Command, mentally perform
the flying tasks and checklists as if flying from
the left seat.
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
Number 256 December 2000
October 2000 Report Intake
Air Carrier / Air Taxi Pilots 2376
General Aviation Pilots 701
Controllers 108
Cabin/Mechanics/Military/Other 202
TOTAL 3387
Safe Communications in Airport Surface Operations
ASRS is currently conducting a
“structured callback” (telephone
survey) study for the FAA on runway
incursion incidents that occur at
uncontrolled airports, or airports at
which the Tower is closed during
nighttime and early morning hours.
A recent controller’s report to ASRS offers insight into
why some runway incursion incidents and ground
conflicts occur when the Tower is not operating.
Before the Tower opens, aircraft taxi about the airport,
crossing runways, with no announcements on the CTAF.
Also numerous corporate jets land and depart without
making any announcements on the CTAF. I imagine they
must be [thinking], “I don’t hear anyone so no one must
be around but me, so why bother announcing.”
It is mostly corporate jets and turboprops that are failing
to use the CTAF, and as traffic continues to increase, an
incident is in the making.
Maybe it is time to remind all pilots…that
using the CTAF is in their best interest, as it
can prevent accidents from happening. And the
CTAF is not just for landing or take-off, but
should also be used when taxiing around on the
airport, especially when crossing a runway.
The Common Traffic Advisory Frequency
(CTAF) is a frequency designed to carry out airport
advisory practices while operating to or from
uncontrolled airports. The CTAF may be a UNICOM,
Multicom, FSS, or Tower frequency. It is clearly
identified in VFR Terminal Area and sectional charts,
the Airport/Facility Directory, Jeppesen Low Altitude
Enroute charts, and other aeronautical publications
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